Internal-combustion engine without carburetor



Apn'l 3, 1928. 1,664,747

B. KAMENSKY INTERNAL COHBUSTION ENGINE WITHOUT CANBURETOR Filed March 31. 1924 [s snets-sneet 1 Jn Ven/0r:

April 3, 192s. 1,664,744:

B. KAMENSKY INTERNAL COMBUSTION ENGINE WITHOUT CARBURETOR Figc mix/ure rero/u//c/u Mr faro/uflanf//m Apn'l 3, 192s. 1,664,747

B. KAMENsKY INTERNAL COMBUSTION ENGINE WITHOUT CARBURETOR Filed March s1. 1924 's sheets-sneer :s

Jn venian' Patented Apr. 3,- 192e.

UNITED STATES- f BASILE or 3mm, exam.

My in vention relates to internal. combust1on engines or motors and has for vits object to avoido any loss in filling thecylinder and in both the air and the fuel causing the following disadvantages:

(1) The lling of the cylinder is not complete and the losses in power are about (2) There are various lawsv of sucking in fuel and air andinthe known motors 1t is impossible to produce a'uniform combustible mixture.

(3) The combustion is incomplete.y In' the present invention means are provided to avoid said disadvantages. The delivery of fuel and air is done under pressure sepa'- rately.- The laws of the delivery of both air and fuel being the same. A uniform mixture is produced at every speed of mo-l tor. T he n or the purpose of obtaining good' atomization the dosed fuel is evaporated b means of the heat of the combustion. he lling of the cylinder is done separately withhpure air and combustible mixture the compression being constant in all speeds and powers.

As the cylinders are fully 'chargedv top.

' power of the motor is reached and 1n comparison with the known motors the present in power. ASuper c rge is possible.

Higher economy is obtained by increasing the indicated thrust. In-the present, process a washing out of the combustion chamber takes place.

The inventioawiube fully described with reference to the accompanying drawings.

Fig. 1 is a schematical view .of the whole arrangement, y

Fig. 2 a section through the cyhnder, Figx a schematical upper view of the en e accorling um .lian 5arete agramsi a the lsws Y'on which the regulating o f-spneld and power is based,

arran ed vertically.

linders are fully -Iilled' underv v the pure air flowin mEnNAL-connusrron ENGINE wrrnou'r caminamos..

Application Vfiled Hatch-31,1924, Serial No. 793,096, and 'in Germany June-20, 1922.

Fi' 6 is an upper view of the engine with the istributing means. a In one method of carrying out the invention a vertical spindle paddle wheel fuel dump is used anda centrifugal air pump of the usual type. The fuel pump is preferable to the rotary disc t pe with the spindle n order to, prevent the w ole of the fuel flowing back into the fuel tank when themotor is stopped a small opening m is provided at the side of the um casing on a level with the topA of the el inlet which discharges into a receiver or secondary casing open at the lower Vend of the pump. This smallv opening is in `communrcation with the atmosphere by means of a assage at the pump spindle the stuiling box ing dispensed with so 'that air will pass into the receiver or secondary casing and thereby lprevent the ilgw of fuel out of pump intothesuction pipe and to theI the fuel tank. Whilst the motor andthe pump vare in action a small stream of fuel is flowing constantly through said small opening into the'secondary casing a circulation of fuel taking place which has 'no influence on the action of the pump.

As the fuel pump is not for the purpose of atomizing the fuel and may be a low pressure pump the fuel must be eva orated.

orifice. y

The fuel being delivered is projectel on the 1 hea'd of the cylinder and .thereentirely vaporized. For evaporation the combustion heat is used.

The vapours of the fuel are mixed with through the pipe 6 from e air pump B delivers the air pump B.

and 7 Y and those pure air to the pipes 6-8 'ma be ofl any suitable largeness e air owingthrough the ipes 6-8 takes in the vapourof the dosed uel and in this manner the combustible mixture is produced. At one side of the valve E there is located mixture and on the other one pure air.

.The cylindrical valve E lets separatel in pure air and mixture to the cylinder. e valve .E performs oscillatory movements and does not close but with mixture and pure a1r. At there only turns on air or The cylinder is s eparatelgrgiarged is enterin u re air`and Athen mixturez At the end o le exhaust stroke airis flowing into the combustion chamber washin it out. With the beginning of the filling stro e pure air continues ilowmg into the cylinder in valve E turns on mixture with the beginning v valve of the filling stroke.

The ower of the motor isregulated by the The valve E is driven by the camshaft G in the same manner as usually' valves are driven. The rod of the valve E may be moved longitudinally so that changing its axial position the valve E turns on mixture sooner or'later. The cylinder is thus partly filled with mixture causing the power to be re ated and the other part is pure air.

W en more power is required the valve E is turned on mixture earlier so that it remains longer open for mixture and more mixture than airmaypass through. As the time of admission stays the same more fuel mustbe delivered b the fuel pump (see the diagram Fig. 5). he opening of the nozzle must be ,made larger and-the needle z' lifted up.' The lon itudinal movement ofthe rod p is .communlcated -to thatV ofthe 'needle' in any suitable manner. f

The cam shaft lg acts upon the roll 7' 0f the lever ls and is pressing lsame against-a spring.- The distribution valve' E is moved bymeans of the crank lever p. The said crank leverp is connected with theleverk.

The lever 7c is guided with its extension s in the rod t being longitudinally displacelable. The cams g of theshaft g are bevelled so that the action upon lever k takes place sooner or later.

The sooner the distribution valve Eis turned o'n mixture the longer the valve E remains openedl on mixture and the more mixture ma flow in.

The need e z' is displaced'by means of the lever u and the rod v together with the disi placement of the rod t.' The connection of vtlhe rods t and v is `effectuated by means of the traverse 'w with rodfc. For the purpose of displacing the needle i same is located in a screw and is lifted and lowered by turn' ing the lever u.

As the delivery of air and fuel is operated after the same law-the combining proportion remains constant in .all turns the motor is performing. Y

The vline of the combining proportion forms a parallel to the abscissa (see Fig. et).A

The opening of the nozzle z. does not change however the number of revolutions may vary (Figs. 4 and 5). But the vopening of the nozzleis dependent of the charge.l The more the power of the motor is increased the valve E is turning on mixture and the opening of the yn ozzle h is expanding in width.

The more the cylindrical valve E vis turn- At the end ofthe exhaust stroke the inlet enterv under" pressure washing out the comvat the nozzle is shut oli' by means o Lesen? bustion chamber. When the exhaust valveis closing the oscillating valve E swings back on pure air so that at the end of the exhaust it is always turned en pure air. The valve E is balanced as there is the same pressure inthepipes 6,y 8 `as in the pipe 7 In order to start the motor the a disc with small openings andthe motor rotated.

The suction produced by the pistoncauses a considerable vacuum at the nozzle and this will provoke the sucking in ofl fuel atomizapassage tion and start the motor. The en 'ne is just l as well Vemployalole for four stro e as two stroke.

While I have described in detail a articular embodiment' of m invention w ich I have found to be satisfactory and de sirable, it will be understood by those skilled in the art that many changes in detail ma be made without departure from' the spirit ofm invention ente claims.

What I claim is: I

1. Internal combustion engine comprising in combination with the motor, a regulation valve, air pipes, a motor driven fuel pump2 admitting dosed quantities of fuel under preure into the air pipe, means for evaporating the admitted fuel, a motor driven air pump. mounted in said air pipes conducting pureairunder pressure directly to there'gulation valve, both pumps being of the same type regulation valve 'and conducting on thev other hand ure air under pressure directly within the scope of the pat.

2. .Internal combustion engine comprising to theregu ation valve, bot-h pumps being of the same type.

3. Internal combustion engine comprising in combination with the motor, a regulation valve, air pipes, a motor driven fuel pump admit-ting dosed quantities of fuel under pressure into the air pipe, means for evaporating the admitted fuel, a motor driven air pump mounted in Said air pipes conducting simultaneously on the one hand air under pressure to the evaporating space and thence, v'admixed with the fuel vapours, to the regulation valve and conducting on the other' and pure lair under pressure' directly to the regulation valve', both pumps being of `to the regu ation valve, both pumps being the onehand air underA thence, minimi with uw fuel vapours, to the regulation valve and conducting on the other hand ure air under pressure directly of the same type,A means for always proportionatng the separate quantities of air and combustible mixture which entirely fill the cylinder of the motor at every stroke.

In testimony whereof I have axed my I0 signature.

BASILE KAMENSKY. 

